System and method for enforcing a vehicle code

ABSTRACT

Systems and methods are provided for enforcing a vehicle code. The systems and methods employ wireless communication signals transmitted and received by mobile units, including mobile telephones, palm devices and base stations.

CROSS REFERENCE TO RELATED APPLICATION

This application claims priority from U.S. application Ser. No.10/705,674 filed Nov. 10, 2003, issued as U.S. Pat. No. 7,123,926 onOct. 17, 2006, which was a continuation of U.S. application Ser. No.09/659,074 filed Sep. 11, 2000, issued as U.S. Pat. No. 6,647,270 onNov. 11, 2003, which in turn claims priority from U.S. ProvisionalApplication No. 60/153,424 filed Sep. 10, 1999, all of which areincorporated by reference as if fully set forth herein.

BACKGROUND

The present invention generally relates to communication systems. Moreparticularly, the invention relates to a mobile communication systemwhich allows mobile vehicles to communicate with neighboring vehiclesand roadside communication networks.

Various communication systems have been used by automobile drivers tocommunicate with other vehicles while the vehicle is in motion. Whilemany advances have been made in vehicle to vehicle communication,numerous disadvantages still remain in using conventional communicationsystems.

Conventional mobile communication systems include cellular telephonesand CB or two-way radio. When using a cell phone as a means of mobilecommunication, there is no practical way of discovering whether aneighboring vehicle operator possesses a cell phone. Additionally, thereis no process for determining the phone number of the targeted cellphone. Accordingly, the cell phone as a communication medium is severelylimited.

CB radio is a widely broadcast public medium where mobile users may talkto other mobile or stationary users in their vicinity. However, sincethere is no ability to prevent others from listening, there is noprivacy between mobile communicators.

Automobile accidents are one of the greatest causes of serious injuryand fatalities in society. Accordingly, the development of improvedcontrol and warning systems to minimize personal and financial lossesresulting from automobile accidents is of utmost importance. Thelimitations of present forms of communication are even more severe whenconsidering the extent to which a communication link can improve boththe driving experience and the safety statistics of modern vehicles.

SUMMARY

According to one aspect of the present application, a method is providedfor enforcing a vehicle code. The method comprises receiving a wirelesscommunication signal by a first mobile unit having a unique identifier.The wireless communication signal is transmitted by a second mobile unitassociated with a vehicle. The method further comprises downconvertingdata in the received wireless communication signal from radio frequencyto baseband; and determining, based on the downconverted data, a vehicleidentifier associated with the vehicle, and a GPS position associatedwith the vehicle. The method still further comprising determining by asystem administrator a status of the vehicle using the vehicleidentifier to monitor the vehicle for code enforcement. Determining thestatus includes parsing the received wireless communication signal todetermine the status of the vehicle. The method also comprisesgenerating baseband message data indicating the status by constructingat least one data packet from a plurality of data fields. The datafields include the unique identifier of the first mobile unit and thevehicle identifier. In addition, the method includes up converting thebaseband message data to radio frequency for transmission to the secondmobile unit, thereby transmitting the upconverted baseband message dataindicating the status of the vehicle.

According to another aspect of the present application, a system isdisclosed for enforcing a vehicle code. The system comprises means forreceiving a wireless communication signal by a first mobile unit havinga unique identifier. The wireless communication signal is transmitted bya second mobile unit associated with a vehicle. The system furthercomprises means for downconverting data in the received wirelesscommunication signal from radio frequency to baseband; and means fordetermining based on the downconverted data a vehicle identifierassociated with the vehicle and a GPS position associated with thevehicle. The system still further comprises means for determining by asystem administrator a status of the vehicle using the vehicleidentifier to monitor the vehicle code enforcement. Determining thestatus includes parsing the received wireless communication signal todetermine the status of the vehicle. The system also comprises means forgenerating baseband message data indicating the status by constructingat least one data packet from a plurality of data field, including theunique identifier of the first mobile unit and the vehicle identifierassociated with the vehicle. In addition, the system comprises means forupconverting the baseband message data to radio frequency fortransmission to the second mobile unit, thereby transmitting theupconverted baseband message data indicating the status of the vehicle.

BRIEF DESCRIPTION OF THE DRAWING(S)

FIG. 1 shows an example vehicle communication system.

FIG. 2 is a block diagram showing a mobile unit in accordance with theexample embodiment.

FIG. 3A is a diagram illustrating the contents of a communication packettransmitted by the mobile unit shown in FIG. 2.

FIG. 3B illustrates the header of the communication packet.

FIG. 3C illustrates the information fields of the header's transmissionadministration.

FIG. 3D illustrates the information fields of the header's senderportion.

FIG. 3E illustrates the information fields of the header's receiverportion.

FIG. 3F illustrates the sub fields contained in the identificationnumber field.

FIG. 4A illustrates the memory of the example mobile unit shown in FIG.2.

FIG. 4B is a diagram of a vehicle communication log.

FIG. 4C is a diagram of a vehicle user log.

FIG. 4D is a diagram of a vehicle contact log.

FIG. 5 is a flow diagram of the procedure utilized by the microprocessorupon receipt of a communication packet.

FIG. 6 is a flow diagram of the procedure for processing communicationpackets.

DETAILED DESCRIPTION

The present invention provides a communication link among vehicles whicheliminates these pitfalls. The system comprises a broadband RFtransceiver with antenna, a position determining means, such as a GPSreceiver, and audio-visual interface, and electromechanical interfaceand a microprocessor with associated memory. These components areincorporated into a mobile unit located within each vehicle.

The GPS receiver receives signals from GPS satellites and calculates theposition of the vehicle. The mocroprocessor carries out overall controlof the system. The memory includes identification information that isunique to each vehicle. In response to input from the GPS receiver,information received by the transceiver and instructions input by thevehicle operator via the audio-visual interface, the microprocessordetermines the necessary subsequent actions.

The transmission from a vehicle may include information describing thestatus of the vehicle for use of the receiving vehicle. For example, thetransmission may provide information regarding the speed, direction andposition of the transmitting vehicle. This information is received andprocessed by the receiving vehicle to provide a visual or audibledisplay of the position, direction and speed of the transmittingvehicle.

According to one aspect of the present invention, there is provided acommunication system for transmitting information between a mobile unitwithin a vehicle traveling on a road and a fixed communication networkinstalled on a roadside. The fixed communication network includes a basestation having a transceiver for communicating with the vehicle bytransmitting and receiving a plurality of communication packets. Thiscommunication can include payment instructions, security instructionsand/or access codes which can be transmitted with or withoutintervention by the vehicle operator.

An example embodiment will be described with reference to the drawingfigures where identical numerals represent similar elements throughout.

A vehicle communication system embodying the present invention is shownin FIG. 1. The vehicle communication system 10 generally comprises oneor more base stations 14, each of which is in wireless communicationwith a plurality of remote units 16. Although the remote units 16 may befixed or mobile, they will be referred to hereinafter for simplicity asmobile units 16. Each mobile unit 16 can communicate with another mobileunit 16, the closest base station 14, or the base station 14 whichprovides the strongest communication signal. The base stations 14communicate with a base station controller 20, which coordinatescommunications among base stations 14 and mobile units 16. Thecommunication system 10 may be connected to a public switched telephonenetwork (PSTN) 22, wherein the base station controller 20 alsocoordinates communications between the base stations 14 and the PSTN 22.In the example embodiment, each base station 14 communicates with thebase station controller 20 over a wireless link, although a land linemay also be provided. A land line is particularly applicable when a basestation 14 is in close proximity to the base station controller 20. Thefixed remote units 16 may also communicate with a base station 14 over aland line.

The base station controller 20 performs several functions. Primarily,the base station controller 20 provides all of the operations,administrative, and maintenance (OA&M) signaling associated withestablishing and maintaining all of the wireless communications betweenthe mobile units 16, the base stations 14 and the base stationcontroller 20. The base station controller 20 can provide the routing ofall communications between mobile units 16, and between the mobile units16 and the PSTN 22. The base station controller 20 also provides aninterface between the mobile units 16 and the PSTN 22. This interfaceincludes multiplexing and demultiplexing of the communication signalsthat enter and leave the system 10 via the base station controller 20.Although the vehicle communication system 10 is shown employing antennasto transmit radio frequency (“RF”) signals, one skilled in the artshould recognize that communications may be accomplished via microwaveor satellite uplinks. Additionally, the functions of the base stationcontroller 20 may be combined with a base station 14 to form a “masterbase station.”

An example embodiment of the mobile unit 16 is shown in FIG. 2. Eachmobile unit includes an RF transceiver 32 with an antenna 33 capable oftransmitting and receiving a plurality of RF signals, a globalpositioning system (“GPS”) receiver 35, a microprocessor 40 withassociated memory 41, an interface to the vehicle's electromechanicalsystems 44 and an audio-visual interface 46.

The RF transceiver 32 transmits and receives RF signals at a pluralityof RF frequencies to one or more vehicles which include a mobile unit16. Received signals are downloaded to baseband and forwarded to themicroprocessor 40 for further processing. Transmitted signals areforwarded from the microprocessor 40 to the RF transceiver 32 forupconversion and transmission over one of the plurality of RFfrequencies. The vehicle communication system 10 also provides for theoption of transmitting a communication over currently licensed radiostation channels, for example 105.9 FM. This can permit a mobile unitoperator to broadcast to non-mobile unit operators. It also can providea “scanning channel”, such that non-mobile unit operators can listen tobroadcast communications.

The GPS receiver 35 is configured to receive signals from GPS satellitesand compute the position of the mobile unit 16. There are manycommercially available GPS receivers 35 that can perform such afunction. GPS readings which are provided to the microprocessor 40permit the microprocessor 40 to accurately calculate the speed,direction, and acceleration or deceleration rate of the vehicle.

The microprocessor 40 provides central control of the mobile unit 16. Aswill be explained in greater detail hereinafter, the microprocessor 40also performs packet handling, including packet assembling for outgoingcommunication packets 50 and packet disassembling for incomingcommunication packets 50 received from the RF transceiver 32.Communication packets 50 received by the microprocessor 40 are stored inmemory 41. The memory 41 is also used to store identificationinformation that is unique to each vehicle and/or vehicle operator. Forexample, license and registration for each vehicle can be read ifpositioned with a bar code or magnetic strip in a specific location ofthe vehicle. Optionally, the system may have a card reader where theoperator must place their card prior to the vehicle starting. This cardcan be a license with a magnetic strip or a smartcard that may identifythe driver and the vehicle. This unique information regarding thevehicle may also include the position of the vehicle, speed of thevehicle and rate of acceleration or deceleration as calculated by dataobtained from the GPS receiver 35.

The audio-visual interface (AVI) 46 may comprise a microphone, speakers,and graphic display along with alphanumeric and directional keypads.However, those of skill in the art should realize that the AVI 46 mayencompass other input devices which are known, such as a voice activatedinput unit, an infrared (“IR”) remote control, a full keyboard or anyother type of electronic or manual data input means. Additionally, theoutput portion of the AVI 46 may comprise any type of output means suchas a stereo system or a heads-up display.

The electro mechanical interface 44 provides an electrical coupling tothe electro-mechanical systems of the vehicle over which the mobile unit16 has control. These systems may include the radio, lights, horn,windows, locks, steering, breaking, and any other electromechanicalsystems of the vehicle.

Communications between mobile units 16 using the vehicle communicationsystem 10 are accomplished through a stream of transmitted communicationpackets 50. As shown in FIG. 3A, each communication packet 50 comprisesa header 51 and a payload 53. The header 51 comprises a plurality ofpredefined information fields which provide information regarding theparticular communication, the sender which originated the communication,and the receiver to which the communication is destined. It should berecognized that a voice or data communication may be segmented or“packetized” and transmitted using a plurality of packets 50. Thepresent invention is not restricted to transmitting a communicationhaving a predefined length. Accordingly, the payload 53 may compriseonly a portion of the communication that is sent between mobile units16, and a single communication may be sent using a plurality of packets50. Communications may comprise data transmissions, such as uploads fromthe mobile unit 16, downloads to the mobile unit 16, or voicecommunications.

Referring to FIG. 3B, the header 51 comprises a plurality of informationfields which can be generally categorized by three different functionalgroups: 1) transmission administrative information 55; 2) senderinformation 56; and 3) receiver information 57. These fields will beexplained in greater detail hereinafter.

Referring to FIG. 3C, the information fields associated with thetransmission administration 55 are shown. These fields provideinformation that defines the particular communication being transmitted.Although the number of fields may vary, and the type of fields describedmay change depending on the particular communication and therequirements of the system 10, in one embodiment of the presentapplication the fields associated with transmission administration 55comprise the following fields: security 61; priority 62; in system/outof system 63; broadcast/point-to-point 64; communication identifier(data/voice) 65; communication type (information/control) 66; andcommunication length (standalone or continuous) 67.

Since the vehicle communication system 10 in accordance with the presentinvention permits control of a vehicle and overall control of thecommunication system 10 by law enforcement authorities via a “securityinstruction”, the system 10 has a plurality of security levels to ensurethat unauthorized individuals will not use the system 10 for subversivepurposes. Optionally, driver may override law enforcement. The system 10may ask for permission for law enforcement to control vehicle. Thesecurity field 61 is defined as follows:

0—Access to all functions of the vehicle communication system 10,including the physical control of the vehicle and all of the informationstored within the memory 41.

1—Access only to the physical control of the vehicle.

2—Access only to the information stored within the memory 41.

3—Access for transmitting and receiving communications.

4—Access only to receiving communications.

The security field 61 may also include a security code, which permitsauthentication of the entity sending the security instruction. Asaforementioned, it should be understood by those skilled in the art thatadditional fields may be added or defined as desired to increase thefunctionality of the system 10 or the security layers. Additionally, itshould be recognized that although the system 10 is capable of a broadrange of functionality, there are legal implications to implementing allof the functionality. For example, a court order would most likely benecessary before permitting law enforcement officials access toinformation in, or control of, the mobile unit 16.

The priority field 62 is an indicator of the urgency of the transmittedcommunication. The priority field 62 can be a numeric priority from oneto ten; with urgent communications having the highest priority of one(e.g., communications from law enforcement officials) and non-urgentcommunications having the lowest priority of ten (e.g., advertisements).

The in system/out of system field 63 indicates whether the communicationis destined for, or originated from, another mobile unit 16 or an entitylocated outside of the vehicle communication system 10. Communicationswith entities outside the vehicle communication system 10 can be routedbetween the mobile unit 16 and the outside entity over the PSTN 22.

The broadcast/point-to-point field 64 identifies whether the message isintended for broadcast to all mobile units 16 or whether it is intendedto be routed to a particular mobile unit 16. As will be explained indetail hereinafter, the receiver field 57 will specify the particularaddress, or multiple addresses, of the mobile units 16 to which thecommunication will be transmitted.

The communication identifier field 65 identifies whether thecommunication is a voice or data transmission since each transmissionmay be encoded and processed differently by the receiving microprocessor40.

The communication type field 66 identifies whether the communicationcomprises information for output to the user via the AVI 46, or whetherthe information is a control instruction that will permitelectromechanical control of the vehicle.

The communication length field 67 indicates whether the entirecommunication is included within the current packet 50, or whether thepacket 50 is part of a multi-packet communication.

Referring to FIG. 3D, the fields associated with the sender portion 56of the header 51 include identification number 71, position 72, speed73, acceleration or deceleration 74, direction 75, origination 76, anddestination 77, and may include additional optional fields 78 asspecified by the vehicle operator.

The identification number 71 provides a unique identification for thesending mobile unit 16. The identification number may be the vehiclelicense number with two additional letters representing the state wherethe license plate was issued, such as PA for Pennsylvania. Dependingupon system administration, the identification number 71 may furtherrelate to one or more individual operators of the vehicle. As shown inFIG. 3F, the identification number field 71 may comprise a plurality ofsubfields including vehicle code 81, number of authorized vehicleoperators 82, and a vehicle operator identification number 83_(a, b . . . n) for each operator. This feature is particularly usefulif the vehicle is part of a commercial fleet of vehicles with multipledrivers. Upon turning on the vehicle, the vehicle operator inputs theiridentification number 71. This number 71 is compared to the list ofauthorized operators previously stored in memory 41. If the inputoperator identification number 71 matches favorably with one of theauthorized operators previously stored in memory 41, operation of thevehicle is permitted; if not, operation is denied. Optionally, licenseplate, registration, insurance information and driver's licenseinformation can be additional fields for FIG. 3F.

Use of a vehicle operator identification number 71, such as a driver'slicense, also permits different operators to use the vehicle whileretaining their distinct identity and storing information particular tothat vehicle operator, similar to a screen name for Internet use such asthe America Online (AOL) system.

Referring back to FIG. 3D, the next four fields associated with thesender portion 56 of the header 51 include position 72, speed 73,acceleration or deceleration 74, and direction 75, which areautomatically created from the information obtained from the sender'sGPS receiver 35.

The origination field 76 includes the location of the vehicle when thevehicle was turned on. The destination field 77 includes the destinationof the vehicle. This, of course, requires that the destination be inputinto the mobile unit 16, such as when a destination is input into anavigation system. It should be understood that the mobile unit operatormay override certain fields to ensure that this information is notobtained by other mobile unit operators. For example, the origination 76and destination fields 77, which may include personal information thatthe mobile unit operator does not desire other mobile unit operators tohave access to, may include null data such that the sender's destinationand origination will be listed as “not available” to the receiver. Thevehicle operator configures their mobile unit 16 as desired to specifywhich fields should be transmitted with null data.

Referring to FIG. 3E, the fields associated with the receiver portion 56of the header 51 are shown in greater detail. As discussed withreference to FIG. 3C, the broadcast or point-to-point field 64 indicateswhether the communication is destined for one, multiple, or alloperators. If the communication is to be broadcast to all mobile unitoperators, the number of addressees field 79 is designated as zero,indicating that all operators will receive the communication. Forpoint-to-point or point-to-multipoint communications, (whereby aplurality of operators may be included within a conversation orcommunication), the number of addressees field 79 includes the number ofoperators which will be receiving the communication. For example, if apoint-to-point communication is desired, the number of addressees field79 will include the number one (1) and address field number one 80 awill be the only field which includes an address. If apoint-to-multipoint communication is desired between, for example fouradditional mobile unit operators, the number of addresses field 79 willinclude the number four (4) and address fields one through four 80 a-dwill include the addresses of the four receivers to be sent thecommunication.

Once all of the aforementioned fields have been populated with theinformation, the microprocessor 40 builds each communication packet 50and forwards the packet 50 to the transceiver 32 for transmission. Thepackets 50 are preferably transmitted to the base station 14, and thenforwarded to the base station controller 20. The base station controller20 routes all of the communication packets 50 to the specifiedaddresses, either to one or more mobile unit operators, one or moreoutside entities, or both. This routing function is the same as anInternet router, whereby the destination address or addresses are readby the router and the communication packet 50 is forwarded to thoseaddresses. If the communication packet 50 is to be forwarded to multipleaddresses or broadcast to all addresses, the base station controller 20provides such a routing function.

The base station controller 20 may also confirm to sender whether or nota signal has been received by the recipient. In an alternativeembodiment, each communication may require a confirmation packet be sentfrom the recipient to the sender to provide the confirmation. Using suchan embodiment, the sending mobile unit operator will know whether or notthe communication packet 50 has reached its destination.

Although the present invention has been explained with reference to aplurality of base stations 14 and a base station controller 20, thesystem 10 can also use technology similar to Bluetooth wirelesstechnology. Using technology such as Bluetooth allows mobile units andbase stations to communicate through other mobile units and base units(i.e., repeaters). This permits a wireless interconnect between mobiledevices, and between mobile devices and their peripherals. The mobiledevices can form a secure piconet and communicate among the connecteddevices. Accordingly, using this technology, mobile units 16 can talkdirectly to other mobile units 16 without the intervention of the basestations 14 and the base station controller 20. It is intended that thepresent invention be used with any type of wireless communicationstandard including Bluetooth or other wireless or data transmissionstandard. The particular standard used in transmitting the data is notcritical since there are many types of wireless technologies andstandards that can be used to transfer information between mobile units16. It should be recognized that any of the communications could beencrypted by currently known technologies so that only certainauthorized mobile units vehicles can communicate with each other. Forexample, if two users were communicating with one another and eitherrequested a private conversation, the system can immediately encrypttheir communication.

As should be understood by those of skill in the art, if the address ofthe receiver is outside of the system 10 and must be routed via the PSTN22, the base station controller 20 formats the communication packet 50in a format that may be handled by the PSTN 22. Although the presentinvention has been explained using a general packet 50 “structure” asillustrated by FIGS. 3A-3F, this structure is intended to serve as anexample of the information to be transmitted by the system 10 in eachcommunication. It is not the intention herein to specify a newcommunication standard, since the present invention may be utilized withany current or future wireless communication standard. For example, thepackets 50 transmitted over the vehicle communication system 10 may usethe Internet Protocol (IP) format, such that they may be transmittedseamlessly to any communication system which uses the IP format. Thediscussion of the particular format and/or conversion to another formatfor forwarding over the PSTN 22 is outside the scope of the presentinvention.

As shown in FIGS. 4A and 4B, the memory 41 is used to store informationwhich populates the aforementioned fields. As will be described ingreater detail hereinafter with reference to FIG. 4C, the memory 41 isalso used to store other detailed information which may be helpful tothe mobile unit operator, other mobile unit operators, the base stationcontroller 20, or law enforcement agencies. The information stored inmemory 41 may originate from a received communication, or may be inputinto the mobile unit via the AVI 46. For example, information that isspecific to a particular operator, such as those fields illustrated inFIG. 4C, may be input by the mobile unit operator via the AVI 46.

Referring to FIG. 4A, one of the uses of the memory 41 is toautomatically store a current vehicle activity log 90 and previouslyentered logs. The vehicle activity log 90 comprises a plurality offields including the time 90 a, date 90 b, position 90 c, speed 90 d,acceleration/deceleration 90 e, and direction 90 f of the vehicle. Thislog 90 is updated on a periodic basis as determined by the mobile unitoperator. For example, private individuals may desire the log 90 to beupdated every 15 minutes whereas commercial businesses may require thelog 90 to be updated every 15 seconds or even less. It should berealized that the vehicle activity log 90, if updated on the order offractions of a second, would be extremely useful during accidentreconstruction.

Referring to FIG. 4B, a vehicle communication log 92 is shown. Thecommunication log 92 includes the following fields: the time of thecommunication 92 a; the date of the communication 92 b; an indication ofwhether the communication was incoming or outgoing 92 c, the address(es)of the communicating entity 92 d; the priority of the communication 92e; an indication of whether the communication is broadcast orpoint-to-point 92 f; an indication of whether the communicating entityis within the system or outside the system 92 g; the security level ofthe communicating entity 92 h; an indication of whether thecommunication is data or voice 92 i; an indication of whether thecommunication is information or control 92 j; and the actual contents ofthe communication 92 k. The vehicle communication log 92 continuallytracks each ongoing communication and stores the contents of thecommunication in the contents field 92 k and all of the relatedinformation in the remaining fields 92 a-j.

Referring to FIG. 4C, a operator may input via the AVI 46 a plurality offields related to the specific user and/or vehicle in a user log 105.One example of a user log 105 is shown in FIG. 4C which includes thefollowing fields: registration number 105 a; insurance company 105 b;insurance policy number 105 c; vehicle make 105 d; vehicle model 105 e;vehicle color 105 f; other identifying information 105 g; vehicle modelyear 105 h; EZpass number 105 i; garage parking account number 105 j;garage door access code 105 k; driving record 105 l; and credit cardinformation 105 m. There is no limit to the number of fields which maybe stored in the user log 105, and all fields can be defined by themobile unit operator. Since many of these fields include sensitiveinformation, the mobile unit operator may decide not to send anyinformation from the user log 105 and the microprocessor 40, whenconstructing the data packets, will place null data in those fields.

The procedure utilized by the microprocessor 40 upon receipt of acommunication packet 50 is shown in FIG. 5. The microprocessor 40 firstdetermines whether the incoming packet 50 is addressed to the specificmobile unit 16. Accordingly, at step 502, the microprocessor determineswhether the incoming packet is a broadcast, and at step 504, themicroprocessor determines whether the specific address matches themobile unit address. If either of these determinations is affirmative,the new packet is stored (step 506). The microprocessor then determinesif there are other communication packets pending for processing (step508). If no other packets are pending, the new packet is processed (step510). If applicable, any packets in the queue are reprioritized inaccordance with the priority of each packet (step 512) which, in thecase where no other packets are pending, would not be necessary. Themicroprocessor then goes on to reviewing the next packet step (514).

If it has been determined in step 508 that other packets are pending,the priority of all of the pending packets are reviewed (step 516) and adetermination is made (step 518) whether the pending packets have alower priority than the new packet. If the new packet has a higherpriority then the pending packets, the microprocessor halts processingof the pending packet currently being processed (step 520), re-storesthe pending packet into memory (step 522), and proceeds with processingthe new packet (step 510).

If, however, the pending packets do not have a lower priority than thenew packet, the microprocessor stores the new packet in a queue with allother pending packets (step 524) and continues to process the pendingpacket (step 526). In this manner, the microprocessor 40 is able toprocess higher priority packets first, and delay processing of lowerpriority packets to a more appropriate time when the microprocessor hasthe proper resources.

Optionally, even if the microprocessor determines in steps 502 and 504that the communication is not addressed to the particular mobile unit16, either as point-to-point communication or as part of a broadcastcommunication, the microprocessor may still undertake minimal processingof such packets. This is performed in step 530 whereby a contact log iscreated.

As shown in FIG. 4D, the contact log 110 may comprise a minimum numberof fields such as the time 110 a, date 110 b, address 110 c, color 110d, make 110 e, and model 110 f of the vehicle related to the incomingcommunication packet 50. The number and type of fields is determined bythe mobile unit operator. The payload of the packet may not be stored.The contact log 110 is used by the microprocessor 40 to search for“matches” with other mobile unit operators. Upon request by the mobileunit operator, the microprocessor 40 searches the contact log 110 forany addresses (i.e., sending addresses) that have multiple entries inthe log 110. Once the microprocessor 40 searches the contact log 110 andoutputs the addresses which show up on the contact log 110 greater thana certain frequency threshold as set by the mobile unit operator, theoperator can determine whether those addresses should be placed in a“commuter” log; which is a list of mobile unit operators as identifiedby their addresses.

This information is provided to the mobile unit operator via the AVI 46.This permits the operator to identify, either graphically as located ona real-time map or via a list, other mobile unit operators which may bein the vicinity during a certain portion of the day. For example, duringa commute to work if other mobile unit operators are typically withinthe vicinity of the present mobile unit operator during a certain timeof day, a “partner log” may be created by each mobile unit operator topermit mobile unit operators to identify, contact, and establish arapport with other operators.

Since the communication packet headers 51 include very detailedinformation about other mobile units 16, the system 10 can provideflexibility in contacting other mobile unit operators in the vicinity.For example, if a mobile unit operator observes a vehicle that theywould like to establish a private conversation with, the operator maycommand the mobile unit 16 to “talk” to the blue car. If more than onemobile unit 16 is in a blue car in the vicinity, the microprocessor 40can filter the commuter log to vehicles having the color blue. If morethan one blue car was in the vicinity, the microprocessor 40 presentsthe make and model of each blue car and requests further instructions.

Since all of the detailed information is available in the packet header51, the system 10 can provide the speed, direction, and location of theother vehicle in relation to the present vehicle. This information isalso important in order to evaluate whether another mobile unit 16 willbe available for a conversation having a duration of a minimum length.For example, if a mobile unit operator notes that one of the vehicleoperators on his partner log is currently traveling in the vicinity, andthe mobile unit operator would like to establish communications with theother mobile unit operator, the system 10 can calculate the duration ofa potential conversation based upon the speed and direction of bothvehicles and their ultimate destinations, if available. The system 10can combine that information and advise both mobile unit operators by anaudible alarm or a voice message that there is a certain amount of timeleft in the conversation. The microprocessor 40 can also filter out anymobile units 16 that will not be in the range long enough to establish areasonable conversation.

At step 540, the microprocessor 40 reviews all incoming communicationpackets 50 to determine if a particular communication packet 50originates from an address that is on the vehicle operator's partnerlog. As the communication packets 50 are reviewed at step 540, themobile unit operator is notified and can decide whether or not they wantto establish a communication with the particular mobile unit operatorhaving the address that has compared favorably with the partner log. Itshould be noted that mobile unit operators can block out transmissionsbeing received from particular individuals or cancel conversations atanytime. Further, mobile unit operators can require information such asdrivers license, license plate, and registration to be provided beforethey allow any other transmissions to be received.

Referring to FIG. 6, the procedure for processing communication packets50 by the microprocessor 40 is shown. The microprocessor first parsesthe packets into separate fields (step 602) and stores all of the fieldsthat do not require additional processing (step 604). The microprocessorthen determines whether a packet includes a data communication byviewing the communication identifier field (step 606). If themicroprocessor determines that the packet is not carrying a datacommunication, then it is a voice communication and the microprocessorprocesses the communication as such (step 608).

If the packet includes a data communication, the microprocessor mustmake a determination whether the data communication is a controlcommunication (step 610). If it is not a control communication, the datacommunication is an information communication and it is processed assuch (step 612). Examples of packets which include informationcommunications include audio, visual, and text files that are downloadedover the Internet, facsimile transmissions, and transmissions fromperipheral devices such as laptop computers, handheld devices, and thelike.

If it has been determined that the packet includes a controlcommunication, the communication is processed as such (step 614). Themicroprocessor compares the control instruction to the security levelrequired (step 616). This includes reviewing the security field,including the optional security access code. If the security access codeis proper (i.e. authorized), the security level is reviewed and themicroprocessor makes a determination of whether the security level issufficient (step 618). If so, the microprocessor performs the controlinstruction (step 620). If not, the microprocessor generates atransmission to the sender of the control instruction that they are notauthorized to control the particular mobile unit(step 622). Themicroprocessor 40 also notifies the particular mobile unit operator thata control attempt was made and was unsuccessful. This will alert themobile unit operator that someone may be utilizing the system forsubversive purposes. Optionally, the system may require the mobile unitoperator to authorize their vehicle to accept a control instruction,prior to undertaking any control instructions. Once the processing ofthe packet is performed, the microprocessor goes to the next packet(step 624).

With respect to the step of performing a control instruction (step 620),this may include instructions for the microprocessor to exertelectromechanical control over certain aspects of the vehicle'soperation, or may simply include a request for the microprocessor toupload data to the recipient. For example, if the control instruction isa request for the microprocessor to upload information, themicroprocessor may upload one or a plurality of the fields shown in FIG.4C.

In a first example relating to a request for information, if the vehicleis entering a toll booth which utilizes the EZpass system, the controlinstruction from the transmitting toll booth may request that the EZpassnumber be transmitted. The microprocessor 40 will transmit the number inthe EZpass number field shown in FIG. 4C in response thereto.

In a second example relating to a request for information, a request forinformation may occur in a parking garage, gas station, or any otherestablishment which requires payment from the vehicle operator, such asa drive-in fast-food restaurant. In this example, the vehicle operatorwill drive up to an ordering kiosk and order the desired food. After thefood has been ordered, the driver pulls up to the window whereby theproper food order is presented to the driver. Meanwhile, therestaurant's communication system sends a communication requesting thecredit card information for billing purposes. The information shown inthe credit card information field 105 m of FIG. 4C can then be presentedto the communication system of the restaurant for payment. Optionally,the mobile unit operator may require that they must first approve of anyinformation being released. Moreover, the communication log for both thefast-food restaurant and the vehicle may store the communication notingthe charge amount. For the vehicle it can be a “virtual receipt”.

With respect to an instruction which exerts electromechanical controlover the vehicle, as shown in FIG. 2, the electromechanical interface 44will interface with those systems of the vehicle over which the mobileunit 16 has control. These systems may include the radio, lights, horn,steering, braking, and any other electromechanical systems of thevehicle. For example, if a mobile unit operator is listening to theirfavorite radio station and a point-to-point or broadcast communicationis received by the mobile unit 16, the microprocessor 40 through theelectromechanical interface 44 will stop the radio, or turn down thevolume of the radio, so that a conversation can commence.

It should be understood that due to the amount of information set forthin the header 51 of each communication packet 50, the system 10 providesextreme flexibility in processing and filtering communications. Forexample, the microprocessor 40 can be programmed to accept onlycommunications from certain makes and models of vehicles. As such, thesystem 10 set up as part of a Mercedes can be programmed by themanufacturer to be able to talk to only other Mercedes operators.

The present invention has the ability to greatly increase safety todrivers and can be a valuable resource for emergency services personneland law enforcement personnel. For example, emergency vehicles canautomatically send signals to warn motorists that an emergency vehicleis approaching. This may supplement the emergency light and siren whichare standard on emergency vehicles. Since the packets 50 areprioritized, a communication sent from an emergency vehicle in transitmay have the highest priority and can override all other signals havinga lower priority. At the scene of an accident, the signal output from anemergency vehicle may, at a slightly lower priority, transmitinstructions for avoiding the accident scene and may provide detourinstructions.

With respect to motor vehicle code enforcement, law enforcement agenciescan automatically review the status of a driver, vehicle registration,and insurance and may provide warnings for expired or soon to be expiredlicense, registrations, or insurance policies.

If an unauthorized operator has gained access to the vehicle and has notinput the proper operator identification number, the microprocessor 40can transmit an emergency instruction to alert law enforcement agenciesthat the vehicle has been stolen. The signal sent from the vehicle canautomatically include the vehicle's position, speed, acceleration ordeceleration rate, and direction. Law enforcement officials may send aninstruction in response to limit the vehicle speed to no greater than 30miles per hour until the unauthorized operator of the vehicle isapprehended. It should be noted that various fixed units may bestrategically placed along highways, major intersections, toll booths,and bridges to monitor traffic and to relay messages back to lawenforcement agencies.

Another law enforcement use can be to limit speeding of vehicles bynotifying law enforcement agencies when a vehicle has exceeded a certainspeed limit, e.g., 20% over the speed limit. A law enforcement official,in response, may send an instruction for the vehicle to slow down orrisk a traffic citation. This can eliminate the need for “speed traps”and high speed police chases.

For public safety applications, specifically located fixed units canwarn drivers as the vehicle approaches a traffic light at anintersection that the vehicle must slow down or stop because it will not“make” the green light. The traffic light can make this determinationbased upon the speed and direction of the mobile unit and the cycle ofthe traffic light. Other selectively placed fixed units can warn driversthat an intersection or roadway is dangerous for various reasons, suchas an accident, a sharp bend, or heavy traffic. The signals output bythese locations can be periodically updated as weather and trafficconditions change. In the same manner, vehicles may be warned that aparticular vehicle is driving in an erratic manner or that lawenforcement officials are currently involved in a pursuit of thevehicle. The warnings to drivers are output through the AVI 46 and maycomprise an audible warning, or may comprise a status light such as red,yellow, and green being located on the graphical operator interface ofthe AVI 46. In extreme circumstances, selectively placed fixed units mayautomatically overtake control of a vehicle, for example, duringextremely icy conditions to slow the vehicle prior to the danger zone.

It should be noted that although the mobile units 16 were describedhereinbefore as being located in a vehicle or in a fixed location, theycan be incorporated as part of a cellular phone or other portablecommunication device.

The present invention is particularly adaptable for interfacing with theInternet and providing a wealth of information for all mobile unitoperators. In one Internet-related embodiment, a website permits storageof information and system administration through the Internet. A systemadministrator operating at the website or the base station controller 20monitors and tracks all mobile units 16. Through the systemadministrator, the fixed locations are provided with weather and trafficupdates or advertisements which are specifically geared to the immediatevicinity of the fixed unit. In this manner, advertisers advertise bothon the website and advertise their companies and products as vehiclesapproach or pass certain properties, stores, or business locations. Thisalso permits stores to provide information to vehicles arriving orleaving the place of business, such as directions for parking orthanking them for their patronage.

The system administrator also provides centralized housekeepingfunctions in order to track all different types of information that aretypically a nuisance to vehicle operators, such as the date theirregistration and insurance policy expire. The system administrator alsotracks general vehicle maintenance information and traffic violationrecords. The tracking of vehicle maintenance can be particularly usefulwhen a recall notification is issued from a manufacturer or even whenregularly scheduled maintenance is required.

In a second Internet-related embodiment, the system 10 is used to aidlaw enforcement officals and insurance companies to determine when atraffic accident has occurred and to collect all of the detailedinformation regarding the traffic accident. This function is centralizedin a website such as vehicleaccident.com. When an accident occurs, asignal is automatically sent to all vehicles involved (or in thevicinity) to transmit all pertinent information to vehicleaccident.com.This can include time, speed, direction, acceleration and deceleration,duration of trip, and other pertinent information such as the vehiclemaintenance records, traffic citation records, insurance, andregistration information. The system 10 permits all of this informationto be stored in a centralized location at vehicleaccident.com for laterreview by law enforcement officials. The system 10 also stores lawenforcement officials reports regarding the accident.

The insurance industry should benefit by having mobile unit operatorsagree in advance to accept a fact finding by an officer utilizing all ofthe information from the mobile units 16. This avoids costly litigationand subrogation. A mobile unit operator accepting these terms may bepermitted special insurance discounts for agreeing to such.

In another embodiment, the system can provide mobile units that does notinclude a GPS unit. It can be similar to portable phone(s) operating onthe same frequency(s). If a user tunes their radio to a particularstation, they can receive a transmission through their car stereo. Themobile unit, in this instance, can have the microphone inside of it so auser can speak “hands free”. This embodiment allows the mobile unit tobeep (or voice activate) if another user comes within range, advisingboth mobile units that they have someone they can talk to. The mobileunit detects another mobile unit by actually receiving the signal of theother mobile unit. Accordingly, positioning of either mobile unit is notrequired.

Although the invention has been described in part by making detailedreference to example embodiments, such detail is intended to beinstructive rather than restrictive. It will be appreciated by thoseskilled in the art that many variations may be made in the structure andmode of operation without departing from the spirit and scope of theinvention as disclosed in the teachings herein.

1. A method for enforcing a vehicle code, comprising: receiving awireless communication signal by a first mobile unit having a uniqueidentifier, the wireless communication signal transmitted by a secondmobile unit associated with a vehicle; downconverting data in thereceived wireless communication signal from radio frequency to baseband;determining based on the downconverted data: a vehicle identifierassociated with the vehicle, and a GPS position associated with thevehicle; determining by a system administrator a status of the vehicleusing the vehicle identifier to monitor the vehicle for codeenforcement, wherein the determining the status includes parsing thereceived wireless communication signal to determine the status of thevehicle; generating baseband message data indicating the status byconstructing at least one data packet from a plurality of data fields,the data fields including the unique identifier of the first mobile unitand the vehicle identifier; and upconverting the baseband message datato radio frequency for transmission to the second mobile unit, therebytransmitting the upconverted baseband message data indicating the statusof the vehicle.
 2. The method of claim 1 wherein the fist mobile unitcomprises a base station.
 3. The method of claim 1 wherein the vehicleidentifier is uniquely associated with the vehicle.
 4. The method ofclaim 1 wherein the vehicle identifier is a vehicle identificationnumber (“VIN”).
 5. The method of claim 1 wherein the status of thevehicle represents vehicle registration.
 6. The method of claim 1wherein the status of the vehicle represents vehicle insurance.
 7. Themethod of claim 1 wherein the status of the vehicle represents driverlicensing.
 8. The method of claim 1 wherein the status of the vehicle isan expiration of a driving privilege.
 9. The method of claim 1 whereinthe status of the vehicle is an expiration of a vehicle registration.10. The method of claim 1 wherein the status of the vehicle is anexpiration of insurance.
 11. The method of claim 1 wherein the status ofthe vehicle is expiration within a specified time period.
 12. The methodof claim 1 further including displaying the status of the vehicle via anaudio-visual interface.
 13. The method of claim 1, further comprisingsending a notice indicating the status of the vehicle to a physicaladdress associated with an owner of the vehicle.
 14. The method of claim1 wherein upconverting the baseband message data includes transmitting aradio frequency signal to a radio within the vehicle configured toreproduce the message via an audio signal.
 15. The method of claim 1wherein upconverting the baseband message data comprises transmitting aninstruction operative to exert electromechanical control over thevehicle.
 16. The method of claim 15 wherein the instruction is operativeto limit speed of the vehicle.
 17. The method of claim 1, wherein thedetermining by the system administrator the status of the vehicle usingthe vehicle identifier includes using a global computer network.
 18. Themethod of claim 1 wherein the first mobile unit comprises a repeater.19. The method of claim 1 wherein the wireless communication signalincludes the vehicle identifier and the status of the vehicle.
 20. Themethod of claim 1 wherein receiving the wireless communication signal isperformed upon request.
 21. The method of claim 1 wherein receiving thewireless communication signal is performed automatically.
 22. The methodof claim 1 wherein the first mobile unit is associated with a lawenforcement official.
 23. A system for enforcing a vehicle code,comprising: means for receiving a wireless communication signal by afirst mobile unit having a unique identifier, the wireless communicationsignal transmitted by a second mobile unit associated with a vehicle;means for downconverting data in the received wireless communicationsignal from radio frequency to baseband; means for determining based onthe downconverted data a vehicle identifier associated with the vehicleand GPS position associated with the vehicle; means for determining by asystem administrator status of the vehicle using the vehicle identifierto monitor the vehicle for code enforcement, wherein the determining thestatus includes parsing the received wireless communication signal todetermine the status of the vehicle; means for generating basebandmessage data indicating the status by constructing at least one datapacket from a plurality of data fields, the data fields including theunique identifier of the first mobile unit and the vehicle identifierassociated with the vehicle; and means for upconverting the basebandmessage data to radio frequency for transmission to the second mobileunit, thereby transmitting the up converted baseband message dataindicating the status of the vehicle.
 24. The system of claim 23,wherein the means for determining by the system administrator the statusof the vehicle is a global computer network.
 25. The system of claim 23wherein the first mobile unit comprises a base station.
 26. The systemof claim 23 wherein the first mobile unit comprises a repeater.
 27. Thesystem of claim 23 wherein the wireless communication signal includesthe vehicle identifier and the status of the vehicle.
 28. The system ofclaim 23 further including means for requesting the wirelesscommunication signal upon request.
 29. The system of claim 23 furtherincluding means for requesting the wireless communication signalautomatically.
 30. The system of claim 23 further comprising anaudio-visual interface for displaying the status of the vehicle.
 31. Thesystem of claim 23 wherein the means for upconverting the basebandmessage data is operative to transmit a radio frequency signal to aradio within the vehicle configured to reproduce the message via anaudio signal.
 32. The system of claim 23 wherein the means forupconverting the baseband message data is operative to transmit aninstruction operative to exert electromechanical control over thevehicle.
 33. The system of claim 32 wherein the instruction is operativeto limit speed of the vehicle.
 34. The system of claim 23 wherein thefirst mobile unit is associated with a law enforcement official.